Device for heating cars.



Patented Dec. I8, |900.

F. F. COGGIN.

DEVICE FOR HEATING CARS.

No Model.)

(Application med may 14, 1900. y

I roN, m c. THE Noims Ferns co.. FHmLrrno.. wA'smNn -comotive is coupledto the train.

NITEED STAfrEs FRANK F. COGGIN, OF PORTLAND, MAINE.

DEVICE FOR HEATING CARS.

SPECIFICATION forming part of Letters Patent No. 664,076, dated December18, 19.

Application filed May 14, 1900.

To ttZZ whom it may concern.'

Be it known that I, FRANK F. COGGIN, aciti- Zen of the United States,residing at Portland, in the county of Cumberland and State of Maine,have invented certain new and useful Improvements in Devices for HeatingCars; and I do hereby declare that the following is a full, clear, andexact description of the invention, which will enable others skilled inthe art to which it appertains to make and use the same.

'My invention relates toimprovementsin devices for heating cars ofpassenger and other trains used upon railways and propelled bysteam-locomotives.

The nature of theimprovements will be perceived from thefollowing-description and references to the drawings, in which- Figure 1is a side elevation of a portion of a steam-locomotive and tender. Fig.2 is an end View of the rear of the cab of the locomotive, the drumbeing shown without its jacket. Fig. 3 is a transverse vertical sectionof the drum, and Fig. 4 an end view of t-he rear of the drum.

My improvement is designed to be used in connection with locomotiveswhich are provided with cylinders using steam for other purposes thanthe production of power for the propulsion of the train and which arenevertheless in frequent action while the lo- The cylinder whichprovides the power for compressing the air supplied to the air-brake isthat to which I prefer to connect my device. This cylinder `complieswith the requirements in that whileintermittent in action it is infrequent action during all the time the locomotive is connected with thetrain, and lby my device the exhaust-steam and the heated product of itscondensation can be used for heating the cars without interfering withthe eiciency of the air-pump. The device by which the exhaust-steam fromsuch acylinder is used may be modied; but-the form in which I haveembodied my invention, as shown in lthe accompanying drawings, is notonly practical, but is, I believe, one of the best forms in which it canbe embodied.

Referring to the drawings, A is the steamcylinder by means of which theair-pump B is operated. This cylinder is supplied with Serial No.16,609. (No model.)

steam from the boiler in the ordinary man; ner by means of the pipe a,which is controlled by the pump-governor b. The exhaust-pipe c, throughwhich the exhauststeam is ordinarily permitted to escape into thesmoke-stack, is at a short distance from the cylinder A connected withthe pipe d. At or beyond the point of union of the pipe d with the pipec is a three-way cock e, which may be operated bythe arm f, to which ispivoted the rod g, which extends backward into the cab and may there beprovided with a handle. The pipe d extends rearward at the side of theboiler and beneath the cab, where it enters the drum h. (See Figs. l and2.) This drum is preferably cylindrical in shape, will varyin size withthe size of the air-pump used, and should be constructed of iron orsteel in order to resist pressure.

be protected by a covering j, of sheet or Russia iron. (See Fig. Thedrum h at its 7o The drum must be provided with a jacket t', ofasbestosV or other non-conducting material, which may l rear endcommunicates with the dischargepipe l, at the other end of which issecured the ordinary fiexible coupling m, which connects with a pipe nunder the tender, which in turn is connected with the pipes of thesteam-heating systems of the successive cars composing the train. Thepoint at which the pipe Z enters the drum h should-be some distanceabove the interior bottom of the cylinder and may be provided with aglobe-valve o near the trap. This pipe lextends also upward, or anindependent pipe may issue from the drum, either of which pipes isprovided at the top with a relief-valve p, which may be set to anyrequired degree of pressure. The pipe Z is also provided, just below thevalve p, with the globe-valve q. (See Figs. 1 and 2.) At the forward endof the drum h, or elsewhere, if preferred, is a pipe r, which connectsit with the boiler and is provided at the point of entrance into theboiler with a valve s and at some convenient point between the pointlast named and its entrance into the drum h is provided with areducingvalve t.

The operation of the apparatus above described is as follows: Thethree-way cock should be set so that the exhaust from the pump ispermitted to pass into the pipe d and IOO prevented from escaping intothe stack. As above stated, the action of the air-pump is intermittentand is controlled by the pumpgovernor b, which in turn is operated andcontrolled bythe pressure in the main reservoir of the air-brake system.When the required pressure in the main air-reservoir, ordinarily ninetypounds, has been reached, the pump-governor automatically stops thepump, or nearly so, a minute opening, however, being leftin thesteam-valve to allowa little steam to pass through to the pump toprevent its freezing in cold weather. When said pressure becomesreduced, either from working the brakes or leakage, the governor b againopens the steam-valve and allows the pump to act until the properair-pressure has been again reached. As the steam-pipe a, leading fromthe boiler to the cylinder of the air-pump, is small, more or lesscondensation of the steam in this pipe and in the cylinder takes placeduring the successive stoppages of the pump, even though the minuteaperture above referred to is open during these stoppages. Such beingthe case, whenever the air-pump resumes action the result is todischarge through the exhaust-pipe c the exhaust-steam and the productof the condensation of the steam which has been condensed during thetemporary stoppages, this steam andwater being exhausted into the drum7L. After the first few exhausts from the air-pump the amount of waterescaping into the exhaust with the steam decreases proportionately inquantity, while its temperature is increased. The Water passing from theexhaust is ata high temperature; but owing to the high pressure to whichit is subjected in the drum it will not, of course, evaporate unless itsheat is increased or the steam-pressure on its surface reduced. Anyattempt to force this exhaust-steam directly back to the train Withoutthe interposition of the drum would result in filling the radiatingpipes in the cars with water, since with the small area of thesteam-heating pipes, ordinarily one and one-half inches, the water wouldbe forced directly back, while the heating result would be poor and highback pressure on the airpnmp, which must be avoided, would ensue. Thewater of condensation from the exhaust falls by gravity to the bottom ofthe drum, which, as stated, has an opening into the discharge-pipe Zabove the interior bottom of the drum. The steam is allowed to freelypass back to the train, while the water, being below this opening, isretained in the drum. The' steam exhausted from the pump after the firstfew exhausts, as stated above, is at an increasingly high temperatureand comparatively dry and as it passes through the drum tends to heatits walls, so as to impart much heat to the water (already hot) thereinretained. As soon as the main air-reservoir pressure has been raised tothe proper point, which will be accomplished, ordinarily, with ten ortwenty strokes of the pump, the governor will stop the pump bydiminishing the' opening of the steam-valve supplying steam to itscylinder and hold it closed until the airpressure in the mainair-reservoir has been again reduced by using the brakes or by leakage.The water which has been retained in the drum and which, although at ahigh temperature, has not, by reason of the high pressure in the drumduring the working of the air-pump, been evaporated, will now evaporateas the pressure falls by reason of the stoppage of the air-pump and inconsequence of the steam passing back to the train. This operation isrepeated on the pump starting up again and recurs With more or lessfrequency while the locomotive is coupled to the train, whether inoriginally filling the air-reservoir or in replacing the air drawntherefrom for various purposes or loss by leakage. The water retained inthe drum, which will require a temperature of about 2980 to evaporate atiifty pounds pressure, will vaporize at about 259 at twenty poundspressure and owing to the intermittent action of the airpump thepressure in thedrum h is constantly varying between, say, twenty poundsand fifty pounds, (according to size and numberof cars heated,) and thewater in thedrum is constantly revaporated and forced back as steam forheating purposes.

Too great back pressure in the reservoir h is avoided by mean's of therelief-valve p, which is so set that the pressure upon the exhaust willnot be sufficient to impair the operation and eciency of the pump, andany surplus steam may be allowed to escape through this valve. Thepressure at which the relief-valve is set will vary with the number ofcars to be heated.

In case the operation of the pump is discontinued for any extraordinarylength of time and the pressure in the drum reduced below the pressureat which the reducing-valve t is set, the reducing-valve automaticallyopens and permits steam drawn directly from the boiler to maintain apressure in the drum equal to that at which the reducing-valve is set.As soon as the pressure wi thin the drum 'equals that at which thereducing-valve is set the latter automatically closes and the heating isdone exclusively by the exhauststeam transmitted to the drum and thatgenerated therein. In case thc relief-valvep becomesdisarranged or ahigher pressu reis temporarily required, the globe-valve q can be closedunt-il the relief-valve p is again operative or a lower pressure issuicient, when it is reopened. The object of the globe-valve 0 is toclose the distributing-pipe Z when for any purpose it is desirable, but.especially in case a locomotive is not coupled to a train, that theexhaust-steam may be collected in the drum up to the required pressure,any surplus pressure being relieved by the reliefvalve p.

The result eifected by the use of the system is the heating of trains atsubstantially no ex- IOO IIO

pense of steam, practically the entire heating being done byexhaust-steam and the products of condensation which are now entirelywasted. Moreover, the noise and jar of the exhaust of the cylinder of anair-pump are effectually mufed and the resulting annoyance avoided.

What I claim is- 1. In a car-heating system, the combination with thetrain-pipe and devices intermittingly supplying steam thereto, of meansfor revaporating the water of condensation that may be carried alongwith said steam, said means being situated between s aid train-pipe andsaid steam-supplying devices and in communication therewith and solocated with respect to the steam-supplying devices as to receive allthe steam and water of condensation therefrom, substantially asdescribed.

2. In acar-heating system, the combination of the train-pipe, thesteam-cylinder of the air-brake system, and a revaporating devicelocated between said pipe and cylinder` and in communication therewith,substantially as described.

3. In acar-heating system, the combination of the steam-cylind er of theair-brake system, a jacketed revaporating drum in communicationtherewith and a train-pipe in communication with said drum,substantially as described.

4. In a car-heating system, the combination of the steam-cylinderoi' theair-brake system, a jacketed drum in communication therewith, atrain-pipe and a connection between said pipe and said drum, saidconnection entering said drum at a point some distance above the bottomthereof, substantially as described.

5. In a car-heatingsystem, the combination with the locomotive-boiler,the steam-cylinder of the air-brake system and a pipe connecting them,of a jacketed drum, a pipe connecting said drum with the exhaust-port ofsaid cylinder, a train-pipe and a pipe connecting said train-pipe withsaid drum and entering said drum some distance above its bottom,substantially as described.

6. In acar-heating system, the combination ofatrain-pipe,ajacketedrevaporatin'g-drum in communication therewith, the steam-cylinder of theair-brake system, pipes connecting said cylinder with said drum and withthe stack of the locomotive, and a three-way valve in said pipe,substantially as described.

7. In a car-heatingsystem, the combination of a train-pipe,a jacketedrevaporating-drnm in communication therewith, the steam-cylinder of theair-brake system communicating with said drum, and an automatic governorfor said cylinder, substantially as described.

S. In acar-heatingsystem, the combination of the locomotive-boiler, thesteam-cylinder of the air-brake system, a pipe connecting them, anautomatic governor controlling the flow of steam in said pipe, ajacketedrevaporating-drum, a connection between said cylinder and said drum, anda train-pipe in com/- munication with said drum, substantially asdescribed.

9. In a car-heating system, the combination of the locomotive-boiler,the steam-cylinder of the air-brake system, a pipe connecting them, anautomatic governor controlling the flow of steam in said pipe, a pipeleading from said cylinder to the stack, a jacketed revaporating-drum, apipe connecting said cylinder with said drum, a three-way cock governingthe flow of steam through said last-named pipe, and through saidstack-pipe, and a trainpipe in communication with said drum,substantially as described.

l0. In a car-heating system, the combination with the train-pipe anddevices intermittingly supplying steam thereto, of means forrevaporating the water of condensation that may be carried along withsaid steam, said means being in comm unication with the trainpipe andsteam-supplying devices and being so located with respect to thesteam-supplying devices as to receive allthe steam and water ofcondensation therefrom,and an automatic relie f-val ve, substantially asdescribed.

11. In a car-heating system, the combination of the train-pipe, thesteam-cylinder of the air-brake system, a revaporating device locatedbetween said pipe and cylinder and in communication therewith, and anautomatic reliefvalve, substantially as described.

12.. In a car-heating system, the combination of the steam-cylinder ofthe air-brake system, a jacketed drum in communication therewith, atrain-pipe, a connection between said pipe and said drum, saidconnection entering said drum at a point some distance above the bottomthereof, and an automatic relief-valve, substantially as described.

13. In a car-heating system, the combination with the locomotive-boiler,the steamcylinder of the air-brake system, and a pipe connecting them,of a jacketed drum, a pipe connecting said drum with the exhaust-port ofsaid cylinder, a pipe connecting said trainpipe with said drinn andentering said drum some distance above its bottom, and an automaticrelief-valve, substantially as described.

14. In a ear-heating system, the colnbination of a train-pipe, ajacketed revaporating drum in communication therewith, the steamcylinderof the air-brake system, pipes connecting said cylinder with said drumand with the stack of the locomotive, a three-way valve in said pipe,and an automatic reliefvalve, substantially as described.

15. In a car-heating system, the combination of a train-pipe, aj acketedrevaporatingdrum in communication therewith, the steamcylinder of theair-brake system communieating with said drum, an automatic governor forsaid cylinder,l and an automatic reliefvalve, substantially asdescribed.

16. In a car-heating system, the combination of the locomotive-boiler,the steam-cylinder ot' the air-brake system, a pipe connect- :ing them,an automatic governor controlling IOO IIO

y tion of the locomotive-boiler, the steam-cylinder ofthe air-brakesystem, a pipe connecting them, an automatic governor controlling theHow of steam in said pipe, a pipe leading from said cylinder to thestack, a jacketed reevaporating-drum, a pipe connecting said cylinderwith said drum, a three-Way cock governing the iiow of steam throughsaid lastnamed pipe, and through said stack-pipe, a train-pipe incommunication with said drum, and an automatic relief-valve,substantially as described.

18. In a car-heating system, the combination with a locomotive-boiler,the steam-cylinder of the air-brake system, a revaporating device and atrain-pipe, said boiler being in direct communication with saidrevaporating device, and in indirect communication therewith throughsaid steam-cylinder, substantially as described.

19. In a car-heating system, the combination with the locomotive-boiler,the steamcylinder of the air-brake system and a connectingpipe, ot ajacketed ree'vaporatingdrum, a pipe connecting said drum with theexhaust-port of said cylinder, a pipe connecting said drum directly withthe locomotiveboiler, and a train-pipe in communication with said drum,substantially as described.

20. In a car-heating system, the combination ot' a revaporating,jacketed drum or reservoir located on the locomotive, a pipe lead` ingfrom the exhaust of the air-pump cylinder to the said reservoir forconveying steam and Water of condensation to said reservoir, asteam-outlet connection in said reservoir above the Water-line, and apipe joined to said outlet connection, a relief-valve in said pipe, aflexible pipe for connection with the train-pipes, a pipe connecting thesteam-space of the boiler With the said reservoir, and a reducing-valvein the last-named pipe, substantially as described.

2l. In a car-heating system, the combination of a revaporating, jacketeddrum or reservoir located on the locomotive, a pipe leading from theexhaust of the air-pump cylin' der to the said reservoir for conveyingsteam and water of condensation to said reservoir, a three-Way cock inthe said exhaust-pipe, means for operating the said cock from the cab ofthe locomotive, a steam-outlet connection in said reservoir above theWater-line, and a pipe joined to said outlet connection, a relief-valvein said pipe, a flexible pipe for connection with the train-pipes, apipe connecting the steam-space of the boilei` with the said reservoir,and a reducing-valve in the last-named pipe, substantially as described.

2f. In a car-heatingl system, the combination of a revaporating,jacketed drum or reservoir located on the locomotive, apipe leading fromthe exhaust of the air-pump cylinder to the said reservoir for conveyingsteam and water of condensation to said reservoir, a steam-outletconnection in said reservoir above the water-line, and a pipe joined tosaid outlet connection, a relief-valve in said pipe, a valve in saidpipe for shutting olf the discharge to the heating system, a flexiblepipe forconnecting with the train-pipes,apipe connecting the steam-spaceof the boiler with the said reservoir, and a reducing-Valve in thelast-named pipe, substantially as described.

23. In a car-heating system, the combination with the revaporating,jacketed drum or reservoir. 71, located upon the locomotive, theA pipe dconnected with the exhaust-pipe ofthe air-brake steam-cylinder, thethree-way cock c located in the said exhaust-pipe and means foroperating said cock from the cab of the locomotive, the vertical pipe Zconnected with the reservoir 71 at a point above the Water-line of saidreservoirand relief-valve in the said pipe l and Iiexible pipe connectedto the said pipe l, said liexible pipe being provided with means forconnecting the same with the trainservice pipe, the hand-operated valveo, 1ocated in the pipe Z for shutting olif steam from the service-pipe,the pipe r connecting the said reservoir with the steam-space of theboiler, and the reducing-valve in the said pipe r, substantially asdescribed.

In testimony that I claim the foregoing as my invention I have hereuntoset my hand this 11th day of May, A. D. 1900.

FRANK F. COGGIN. In presence of- GEo. E. BIRD, A. C. BERRY.

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